Internal-combustion engine



Feb. 15, 1927. J w. BOYD INTERNAL COMBUSTION- ENGINE l' p il 1a, 1926 2 Sheets-Shet 1 lNLET TO WATER JACKET Inventor Attorney 192 Feb 15, 7 J. w. BOYD INTERNAL COMBUSTION ENGINE Filed April 13, 1926 2 Sheets-Sheet 2 Y Patented Feb. 15, 1921.

" UNITED PATENT OFFICE} Janna w. BOYD, or we: mvnaroor, onto.

' IrrrnnnAn-connusrron Enema;

h pplloatlon filed April 1a, 1926. Serial ms. 161,717.

This invention relatesto improvements in internal combustion engines and has reference more particularly to an im roved ro' tary combustion chamber and va ve mechanism of such engine. 4 v I :One of th rimportant objects of the present invention is to provide an internalcombustion en ine wherein the rotary member is provided with two combustion chambers for each cylinder, suitable means being provided for expelling or exhausting all of theburnt gases from one of the combustion chambers while a fresh incoming charge will be delivered to the other combustion chamber, which will be cleared of all burnt gases.

Another important object of the invention is to provide an internalcombustion engine of the above mentioned character where in the rotary combustion chamber and valve mechanism during its travel performs the function of inlet and exhaust valves; the

. combustion chambers being arranged at sub stantially right angles with respect to each other, yet not communicating with each 5 other;

A still further object is to provide'an internal combustion en ine of the above mentioned character whic 'is simple in construction, inexpensive, and furthermore adapted to the purposes for which the same is designed.

Other obects and advantages of this mvention will become apparent during the course of the'following description.

In the accompanying drawing forming part of this specification, and in which like numerals are employed to designate like parts throughout the same v c Figure l is a side elevation showing an internal combustion engine, embodying my im roved rotary combustion chamber and va ve mechanism, parts of the engine being shown in section.

Fig. 2 is a view partly in elevation and partly in section of the head.

Fig. 3 is an enlargedv fragmentary sectional view through t chamber and valve member showing thearran ents of the ports formed therein.

1 4 is a sectional view taken on line A- of Figure 1 showing the rotary combustion chamber and having one of its assages or chambers in registry with the a e cent intakeports, the piston in the cyhn er being shown at the beginning of'its intake less number of cylinders;

generally by the numeral 9.

e rotary combustion stroke, and the rotary combustion chamber member rotating in the direction indicated by the arrow.

bodiment of my invention, the numeral 1 designates generally an engine block and bolted or otherwise secured thereto is the head'2. The head as well as the blocksare provided with the usual water jacket in the manner well known in the art. In the present instance, I have shown the invention in conjunction with a six cylinder engine of the four-cycle type, but it is to be understood of course, that the invention is equally applicable to' engines having either a greater or The head 2 is provided with a series of fuel intake and exhaust ports designated by the numerals? and 4 respectively and a construction and arrangement of these ports are more clearly shown in Figs. 2, 4, 5 and 6 of the drawings. The head 2 is further provided with an additional series of intake ports such as is shown at 5 with reference more .particularly to Figs. 4, 5 and 8 of the drawings. The head 2 is further provided with the air exhaust ports 6 and 7 respectively, and the purpose thereof will also be hereinafter more fully described.

The head 2 is provided with the Ion itudinally extending circular bore 8 and a apted to be mounted therein'is the rotary combustion chamber and valve member designated The bottom of the head 2 is provided with a series of openings 10 which afford communication between the bore 8 of the head and the upper ends of f the respective cylinders 11 and mounted in .thetop of the head 2 directly in line with the respective'openings 10 are the s ark plugs 12. 1 The rotary combustion cham r and valve member 9, comprises a substantially solid cylindrical member at the ends of which are formed suitable trunnions 13 adapted for rotation in suitable bearings 14 provided therefor at the respective ends of the head 2.

The rotary combustion chamber and valve member 9 is actuatedthrough the medium of an operative connection between one of the trunnions and one end of the usual crank shaft 15 in the present case, such an operative connectionis illustrated by way of a train of intermeshing gears designated generally by the numeral 17. The gear ratio is one to eight, that is to say, the crank shaft will rotate eight times while the rotary memher is completing a single revolution. It is however, to be understood that I do not wish to limit myself to the particular manner in which the rotary valve is connected to the crank shaft.

The solid cylindrical member forming the rotary valve and combustion chamber member is further provided with the annular oil distributing groove or channel 18, whereby the rotary combustion chamber and valve member will be properly lubricated and the provision of these lubricating channels in the rotary valve is clearly shown in Fig. 1.

The rotary combustion chamber and valve member 9 is provided with a pair of assages 19 and 20 respectively in each cylin er as is clearly shown in Fig. 3, the passages or openings in each cylindrical member comprising the rotary combustion chamber and valve member and are disposed at right anglesto each other and furthermore do not communicate with one another. These transversely extending passages or openlngs are each formed in the rotary combustion chamber and valve member cooperating in conjunction with the several parts in the engine head and adapted to act as or provide alternate combustion chambers. It is of course to be understood that the rotation of the rotary member in regard to the movement of the piston 21 in the respective cylinders is timed so that all of the parts will properly function at a predetermined time. p

In Fig. 4 of the drawings, the passage or opening 19 is in communication with the intakeort 3 formed in the head 2 for admitting t e charge to a cylinder as the piston 21 is about to start downwardly on its stroke. Also, the passage or opening 19 will be in'registry or communication with the additional intake 5 formed in the head 2 at a'point diametrically opposite the intake 3 through provision of. the additional intake or inlet port to properly mix the air in the combustion chamber incoming charge. However, additigrgl inlet ports may be eliminated if not de- S1 In Fig. 5 of the drawings, the piston is shown at the top of the compression stroke for the ignition, the passage 20 being in communication with the air inlet and exhaust ports 6 and 7 respectively, whereby a supply of air under pressure is admitted for the purose of cleaning out all of the burnt gases rom the combustion chamber.- The air may ders of the engine, and the passage 19 is in the act of being brought into registry with the exhaust port 4. One of the passages will be cleared of burnt gases while the passage disposed at right angles thereto is functioning as an active combustion chamber.

For the purpose of facilitating the re moval of carbon which may collect in the top of the cylinders, or on top of the pistons, i provide suitable openings 22 in the sides of the several cylinders adjacent the top thereof and suitable screw plugs 23 are removably fitted in these openings. This feature is more clearly illustrated in Figs. 4, 5 and 6 of the drawings.

The provision of the air inlet and exhaust ports 6 and 7 respectively provides a means whereby the burnt gases may be easily and completely expelled from the combustion chambers so as to insure the supply of a fresh charge to the several cylinders of the engine, thus aiding in quick starting of the motor thereby tending to increase the eificienvfiy1 of the operation of the motor.

'le I have shownthe preferred embodiment of my invention, it is to be understood that various changes in the size, shape and arrangement of parts may be resorted to without departing from the spirit or sacrificing any of the advantages of the appended claims.

Having thus described my invention, what I claim as new is g 1. In an internal combustion engine, 8. cylinder head having inlet and exhaust ports, and a rotary member arranged in said head and provided with passages forming combustion chambers adapted for cooperation with the aforementioned ports, said passages being arranged at right angles with respect to each other and being disposed in non-com municating relation.

2. In an internal combustion engine, a cylinder head havin inlet and exhaust ports, and a rotary member arrangcd in said head and provided with passages forming combustion chambers adapted for cooperation with the aforementioned ports, said passages being arranged at right angles with respect to each other and being disposed in non-communicating relation, the passages alternately receiving a charge and being cleared of burnt gases.

3. In an internal combustion engine, a cylinder head having inlet and exhaust ports, and a rotary combustion chamber member arranged "in the head, said member having non-communicating passages formed therein, the passages being disposed at substantially right angles with respect to each other and adapted for cooperation with the aforementioned rts in said head, the burnt ases in one of t 1e passages or combustion c 1ambers being expelled therefrom when one of the passages in the rotary combustion chamber member is in communication with the inlet and exhaust orts in the head.

4. In an interna combustion engine, a cylinder head having inlet and exhaust ports, an air inlet and exhaustport, and a rotary combustion chamber member arran ed in the head, said rotary combustion cham er member having non-communicating passages formed therein, said passages being disposed at substantially right angles with respect to each other and adapted for cooperation with the aforementioned ports in said head, the burnt gases in the combustion chamber be ing expelled therefrom when one of the passages in the rotary combustion chamber member is in communication with the inlet and exhaust air ports in said head, said head being further provided with an additional port disposed at a point diametrically oppositehthe gas inlet' port and cooperating therewit In testimony whereof I aifix my signature.

JAMES W. BOYD. 

